Gear for directing trains of wagons.



No. 831,956. PATENTED SEPT. 25, 1906.

R. JONAS.

GEAR FOR DIREGTING TRAINS 0F WAGONS.

APPLICATION FILED APR.6, 1906.

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No. 831,956. PATENTED SEPT. 25, 1906. R. JONAS.

GEAR FOR DIREGTING TRAINS 0F WAGONS.

APPLIOATION FILED APR. 5,1906.

2 SHEETS-SHEET 2.

WI T/VESSES za/rm NORRIS PETERS cc., WASHINGTUN, n. c.

UNITED STATES PATENT OFFICE.

GEAR FOR DIRECTING TRAINS OF WAGONS.

Specification of Letters Patent.

Patented Sept. 25, 1906.

Application filed April 5, 1906- Serial No. 310.187.

T0 LI/ZZ whom it may concern:

Be it known that I, RICHARD J ONAS, a subject of the King of Prussia,German Emperor, residing at Berlin. Germany, have invented new anduseful Improvements in Gear for Directing Trains of WVagons, of whichthe followin is a specification.

My invention re ates to improvements in gear for directing trains ofwagons, especially in the invention described in United States LettersPatent No. 798,189, in which a composite vehicle is disclosed comprisingtwo single-axled wagons each of which can be set relatively to alongitudinally-running bar which pivotally unites them, while thevarious composite vehicles are connected together with simple turningcouplings.

The present improvement consists in the provision of a directing-gearbetween the two single-axled wagons constituting a composite vehicle forthe purpose of enabling either of the wagons to be turned by hand at anangle to the longitudinal bar coupled with the wagon.

The new gear is particularly serviceable for adjusting the front axlewhen it is desired that the train of wagons shall travel backward in acurve while the locomotive or driving-wagon pushes from behind.

The gear also facilitates coupling of the composite vehicles with eachother and with the driving-wagon, since when there is no track thecouplings between the composite vehicles rarely lie in line.

One form of the invention is illustrated in the accompanying drawings,in which Figure 1 is a longitudinal section of the gear and portions ofthe connected wagons. Fig. 2 is a sectional plan of Fig. 1. Fig. 3 is asectional diagrammatic plan of a composite vehicle fitted with the newgear drawn to a smaller scale. Fig. 4 is a like View, the wagons beingturned into a different position relatively to one another.

Referring to Figs. 1 and 2, i is a vertical fork or crutch secured tothe body of the one wagon A, and in it there rests the tail end of a baris, having a bifurcated head is. The latter embraces a nut Z, havingtrunnions Z, which enter slots 7: in the head 7c. The nut Z works on ascrew-spindle m, mounted in the lugs or brackets n, projecting from thebody of the second wagon B. m m are crankhandles fitting onto the endsof the spindle m for turning the same from both sides of the wagon. Thenut Z in riding along the spindle m carries with it the bar k, which,thoughit can be raised vertically in the crutch i, cannot turnhorizontally in it. The two wagonbodies therefore move in a horizontalplane relatively to each other. The alteration in the distance betweenthe parts& and Z, owing to this relative motion, is allowed for by thebar k being capable of sliding in the crutch i and by the provision ofthe slots If. The axle of the wagon fitted with the crutch "L or of theone furnished with the spindle m is employed for directing the train,depending on the direction in which it is to travel. This can be done bythe body of the wagon in question being coupled with the longitudinalconnecting-bar a by means of the device disclosed in the said LettersPatent N 0. 798,189, whereby the free axle is compelled by thedirecting-gear to turn through an angle relatively to the longitudinalbar a. The two cases are illustrated in Figs. 3 and 4.

In ordinary travelingthat is, when the composite vehicles are beingdrawn by the driving-wagon and are to be directed in a curvethe fixedposition given to each two axles relatively to each other would bemaintained, owing to self-locking of the spindle,

so that it would be impossible for the succeeding wagon to follow thecourse of the preceding. For this reason the directinggear must bedisengaged, which is done by simply raising the bar is out of the crutch'i, whereby the bar k, with nut Z, will turn back on the spindle m.After slight lateral motion the bar k, by reason of its weight, willhang on the trunnions Z before the-front wall of the wagon-body B ,whichcarries the spindle.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. In combination, a composite vehicle comprising two single-axledwagons pivotally connected together by a longitudinal member, atransverse rotatable screw-spindle mounted on the one wagon, a nut onthe spindle, a bar having a bifurcated head embracing the nut andpreventing it from turning, and means for connecting a bar with theother wagon with capability of sliding in longitudinal direction,substantially as described.

2. In combination, a composite vehicle comprising two single-aXledwagons pivotally connected together by 'a longitudinal member, atransverse rotatable screw-spindle mounted on the one wagon, a nut onthe slotted head embracing the trunnioned nut,

spindle, a bar having a bifurcated head em- I and a vertical crutchsecured to the other bracing the nut and preventing it from turn- Wagonand adapted to receive the tail of the ing, and a vertical crutchsecured to the bar, substantially as described.

other wagon and adapted to receive the tail In testimony whereof I havesigned my of the bar, substantially as described. name to thisspecification in the presence of 3. In combinationl, a 1codmpositevehicle two subscribing witnesses.

com risin two sin e-axe wa ons ivotally conn cted together by albngitfidinal RICHARD JONAS member, a transverse rotatable screw-spindlemounted on the one wagon, a trunnioned nut on the spindle, a bar havinga bifurcated I Witnesses HENRY HAsPER, WOLDEMAR HAUPT.

